beals



(No Model.) a Sheets-Sheet 1. E. BEALS.

LOGOMOTIVE BRAKE- No. 271,189.- Patented Jan.23, 1883.

N PEItRs. mum m, Wm B. c.

3 SheetsSheet 2.

(No Model.)

B. BEALS. LOGOMOTIVE BRAKE.

Patented Jan.2.'3, 1883.

3 Sheets-Sheet 3.

(N 0 Model.)

B. BEALS.

LOOOMOTIVE BRAKE.

Patented Jan.23, 1883.

04. versus Fiwto-Limographor. Wuhinglon. n. c. A

llMTED STATES PATENT FMCE.

EBENEZER DEALS, OF NORWICH, NEW YORK, ASSIGNOlt TO JANE M. GUERNSEY, OF SAME PLACE.

LOCOMOTlVE-BRAKE.

SPECIFICATION forming part of Letters Patent No. 271,189, dated January 213, 1863.

(No model.)

To all whom it may concern Beit known that I, EBENEZER BEALS, a citizen ot' the United States, residing at Norwich, in the county of Ohenango and State of New York, have invented an Improved Locomotive- Brake, of which thefollowing is a specification.

My invention relates to that class of brakes which are applicable to railway locomotiveengines.

The object of my invention is the provision of a brake system forlocomotives which shall secure a uniform and equal pressure of the brake-shoes upon the driving-wheels, the shoes being arranged one on' either side of each wheel, and which is capable of indefinite extension by simple duplication, so as to operate upon any given number of wheels.

In locomotives the brake-pressure cannot be distributed to wheels on both sides of the vehicle through a single line of transmission, as is usual with car-brakes, and as the number of driving-wheels upon a locomotive on each sidevary from two to four, and all upon a side are rigidly connected longitudinally by connecting-rods and pins, it is evident that an excess of brake-pressure upon one of said wheels must result in a blow or strain upon the rods and pins, and that also, it tlie braking pressure be not equalized upon opposite sides of each wheel, as well as between all the wheels, its thrust will be opposed to the stress of the connecting-rod, with resultant danger of locking and consequent flattening of the wheels, and with certainty of unequal wear of boxes and brasses. To avoid these detects a series of rock arms or levers bearing the brakeshoes are in the present apparatus arranged one at each side of each of the connected wheels, (regardless of the number of said wheels,) and equalizers and connecting-rods are provided, by which to transmit power from a motor or motors longitudinally and in parallel lines to each of the two lateral series of wheels, thus distributing the pressure in equal increments to each and every brake-shoe.

In order that my invention may be fully understood, I will describe it with reference to the accompanying drawings, in which- Figure 1 is a plan view of a locomotiveframe, showing my invention applied on one side thereof. Fig. 2 is a side elevation of the same. Fig. 3 is an end view thereof. Fig. 4 is a side view, illustrating a modification in the way of applying the power. Figs. 5,6,7, and 8 are views of parts of the mechanism on a larger scale. Figs. 9 and 10 are respectively a plan and a side view of parts of a tenderframe, showing the connections with the brake system represented in Figs. 1 and 2.

A represents a part of the frame of a Mogul locomotive.

.B B B are the driving-wheels of a lateral series, which in practice are connected by rods. (Not here shown.)

Z2 Z1 b are the axles of the driving-wheels.

Rock-arms 0, made in two parts, as shown v in Fig. 5, are arranged on each side of each driver, and each-rock-arm carries a brake-shoe,

- F, at its upper end. These shoes F are each swiveled at f upon a bolt or pin, which is 'to be constructed and adjusted so as to pinch the shoe-lug between the two sides 00 of the rockarm sufficiently to prevent clattering. The rock-arms O are themselves swiveled or fulcrumed each at c c in fulcrum-plates D D, the fulcrum-plates D, located between the wheels, being double-ended, and the fulcrum-plates D D at the ends singleended. These plates are attached to the frame in any convenient manner. In the detail Fig.6 the double plates are shown attached by brackets D", while the end plates are bent and bolted to attachments fastened to the frame for the purpose. All these fulcrums are in plane with the center of the wheel-treads, and are nearer to the vertical planes of the respective axles than are the shoe-fulcrums f. This arrangement, together with the shape of the rock arms, causes the weight of the shoes and of the equalizer system to aid the withdrawal of the shoes from contact with the wheel-treads. The lower end of each rock-arm is connected by a link, h, to i one end of an equalizer, G, The opposite end of each equalizer is connected by a tie, H, to the corresponding end of the equalizer, upon the opposite side of the same wheel, passingbehind the wheel and below the frame. The equalizers that are between the two wheels afford a fulcrum to each other at c.

It will be seen that any desired extension can hanger will be necessary; therefore none are shown. A pull from the motor M, applied through suitable intermediate levers, NN, to either of the terminal equalizers, the opposite one being anchored to the frame, as at y, will effect an application of each brake-shoe of the system with a pressure exactly equal to that of each of the others. Rods It R connect the levers N N with an ordinary brake system on the running-gear of the tender, as shown in Figs. 1 and 2,9 and 10, the levers N being proportioned to apply the proper relative pressure to the brakes ot' the locomotive and tender, respectively.

It is not necessary that the power should be applied at a terminal. In Fig. 4 the invention is shown with power applied between two central equalizers with the same effect as that be fore described. Therefore I do not confine myself to any special location of motor; nor do I prescribe a special kind of motor; nor am I limited to the use of a single, nor yetto a double motor, or duplicate motors.

If desired, alternative motors may be used, as a steam-cylinder and a hand-Windlass adapted for optional use. The motor-cylinder may be placed anywhere in the cab, or under it, on the tender, or at each side of the locomotive, as illustrated in Fig. 4, or under the forward part of the boiler-in fact, wherever most convenient-si nee transmittingtie-rods and levers can 2 amuse readily be arranged to transmit motion and pressure from the source of power to the brake system, as also from the same source of power to the brakes of the tender. The rock-arms in the drawings are all levers of the first order. They as well as the equalizers may be of any of the three orders without affecting the principle of the invention. So, also, power maybe transmitted through the ties by thrust as well as by tension. The link It is readily formed by punching or drilling bolt-holes in the ends of a piece of metal of suitable dimension, and giv-,

ing to said metal between the said holes aquarter or other amount of twist, so as to bring the 5 axis of the said holes at right angles or at any desired angle to each other.

Having thus described my invention, what I claim as new therein, and desire to secure by Letters Patent, is-

1. The combination,with the rock-arms, offulcruin-plates attached to the locomotive-frame, and affording centers or fulcrums for the said rock-arms at points in the plane of the wheeltreads below the horizontal plane of the axles, and nearer their respective vertical planes than are the shoe-centersf.

2. In a locomotive-brake, a connected series of brake-shoes distributed and bearing with self-equalizing pressure one upon each side of each driving-wheel, and actuated solely bylines of connection passing behind the wheels and below their axles.

EBENEZER BEALS. Witnesses JANE M. GUERNSEY, WILLIAM B. GUERNSEY. 

